Wheel supporting and rotating device



Dec. 23, 1952 R. B. STANLEY EI'AL 2,622,373

WHEEL SUPPORTING AND ROTATING DEVICE l8 Sheets-Sheet 1 Filed July 10, 1948 Dec. 23, 1952 Filed July 10. 1948 R. B. STANLEY ET AL WHEEL SUPPORTING AND ROTATING DEVICE 18 Sheets-Sheet 2 Bernar- Dec. 23, 1952 R. B. STANLEY EI'AL 2,522,373

WHEEL. SUPPORTING AND ROTATING DEVICE Filed July 10, 1948 18 Sheets-Sheet 5 fn'dez? 0 was M7 vzeys Dec. 23, 1952 R. B. STANLEY EFAL 2,522,378

WHEEL SUPPORTING AND ROTATING DEVICE Filed July 10. 1948 18 Sheets-Sheet 4 Dec. 23, 1952 R. a. STANLEY EI'AL WHEEL SUPPORTING AND ROTATING names 18 Sheets-Sheet 5 Filed July 10. 1948 Defl 1952 R. a. STANLEY EIAL 2,622,373

WHEEL SUPPORTING AND ROTATING DEVICE Filed July 10. 1948 18 Sheets-Sheet 6 Dec. 23, 1952 R. B. STANLEY ETAL 2,622,378

WHEEL SUPPORTING AND ROTATING DEVICE Filed July 10. 1948 18 Sheets-Sheet 7 ji'rz/e7z 0119 1710mm 355M16 Zervzard Pass fiffarzzeys Dec. 23, 1952 R. B. STANLEY ETAL WHEEL SUPPORTING AND ROTATING DEVICE l8 Sheets-Sheet 8 Filed July 10. 1948 Dec. 23, 1952 R. B. STANLEY EI'AL 2,522,378

WHEEL SUPPORTING AND ROTATING nsvmz Filed July 10. 1948 18 Sheets-Sheet 1O Dec. 23, 1952 R. a. STANLEY EIAL 2,622,378

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WHEEL SUPPORTING AND ROTATING DEVICE Filed July 10. 1948 18 Shasta-Sheet 14 151%: to r25 r 4/ fitkardEffanky Ber/Zara 7 053 Dec. 23, 1952 R. B. STANLEY ETAL WHEEL survon'rmc Am: ao'mmc nsvrcs l8 Sheets-Sheet 15 F1104 July 10, 1948 In Jen {ors pad Dec. 23, 1952 Filed July 10. 1948 R. B. STANLEY ETAL WHEEL SUPPORTING AND ROTATING DEVICE 18 Sheets-Sheet 16 kardafdznky wizard 7123s flornew Dec. 23, 1952 R. a. STANLEY ETAL 2,622,373

WHEEL SUPPORTING AND ROTATING DEVICE Filed July 10, 1948 18 Sheets-Sheet 17 6 5 f? bkar'a 3 522272163 Bervzara' j ass s zfarizeg Dec. 23, 1952 R. B. STANLEY ETAL wan-:1. SUPPORTING mo ROTATING names 18 Sheets-Sheet 18 Filed July 10. 1948 Patented Dec. 23, 1952 Mums wnsst. surrog'rmg sun ao'rs'rnvc a corporation of Illinois Application July 1., 1m. Serial NIL-.158

30 Claims.

The present invention is concerned with truing machines for use in refinishing vehicle wheels. particularly on railroad cars of both the passenger and freight type, street cars and the like.

Railroad car wheels are subject to considerable abuse during normal use particularly due to the alternate heating and cooling caused by the application 01' the brakes and to the skidding of the wheels along the tracks when the brakes are applied for emergency stops. This alternate heating and cooling or the wheel treads often result in the spalling oil! of metal, creating surface irregularities of the tread and flange of the wheel that must be repaired. Frequently due to emergency stops "flats" result from the skidding of the wheels and these too must be remedied in order to preserve proper riding qualities in the vehicle. Wheels often become more or less egg shape due to uneven wear conditions and when this occurs such wheels must be trued to restore their roundness.

In a co-pending application of one of the present inventors now abandoned, bearing Serial No. 878,138, died June 20, 1946, a wheel truing device is disclosed that is used for machining or grinding faulty wheels so as to return them to their serviceable condition. With a machine of the type shown in this copending application. however. some means must be provided for rotating the wheel during the truing operation in order to feed the work into the machine tool or grinder. The present invention is intended to provide such a device that both supports and rotates the car wheels while they are being trued.

The vehicle or car having the faulty wheel or pair of wheels is pulled or pushed onto the present device by means of a locomotive or some other suitable powered means and when the car is located with its faulty wheel or pair of wheels in their proper places for the truing operation to be performed the car is brought to rest. Without requiring any jacking up of the car, portions of the present device are moved aside to make room for application of the truing device to the faulty wheels. Without any further adiustments or operations the wheels to be trued are properly supported for rotation and the truing operation can be commenced.

Thus it is an object of the present invention to provide a simple, yet effective support and drive for car wheels that are to be trued while the wheels remain under the vehicle or car. This is done with the present invention in a very short time without requiring the car to he jacked up as has been the case in previous devices.

During the truing operation a cutter or grinder is applied to the wheeltread and flange and considerable force is applied against the wheel. Under these circumstances there is a definite tendency for the wheels thus being trued to slip with relation to the means rotating the wheels and for this reason it is necessary to provide adequate friction between the wheels and the driving means. This is accomplished with the present invention by virtue of the tact that the wheels that are being trued are supported on a single roller with merely a line contact between each wheel and its respective roller. In this manner the entire weight supported by the wheel is utilized as a downward force to increase the friction between such wheel and its respective driving member.

In the second embodiment of the present invention the car wheels that are being trued are mounted eccentrically on the supporting and driving rollers and. therefore, an additional traction force is provided by virtue of the moment arm produced by the eccentric loading.

Still another object of the invention is to provide rigidity to the wheels that are being trued so that during the truing operation the machine tool is working against a rigid workpiece.

Additional objects and advantages will be hereinafter set forth and will become apparent from a reading of the following description and the drawings. in which Fig. l is a plan view of a pit with a railroad track leading to and from the pit and showing one embodiment of the present invention mounted over the pit;

Fig. 2 is a longitudinal, sectional view of the device shown in Fig. 1 with a railroad car truck illustrated in broken lines in position on the device forming the subject matter of the present invention:

Fig. 3 is a vertical, transverse, sectional view taken through the device, the view being taken along the line 3-! 0! Fig. 2;

Fig. 4 is a vertical, transverse, sectional view through the present device. the view being taken along the line 4-4 of Fig. 2;

Fig. 5 is a transverse. sectional view through the device. the view being taken along the line 8-8 of Fig. 2;

Fig. 6 is an enlarged. vertical. transverse, sectional view taken through the wheel supporting rollers, the view being taken on the line 6-6 of Fig. i. a portion of the device being shown in elevation and further illustrating a wheeled axle mounted in place on the device;

Fig. 'i is an enlarged, vertical, longitudinal, sectional view through the supporting wheel rotating mechanism. the view being taken on the line 1-1 of Fig. 6;

Fig. 8 is an enlarged. horizontal, sectional view taken through the cylinder and track segment connections illustrated in Fig. 1:

Fig. 9 is a sectional view corresponding to Fig. 2 but illustrating a truing device mounted in place on a car truck in its proper relationship with respect to the wheel supporting and rotatin device forming the subject matter or the present invention;

Fig. 10 is a vertical, transverse. sectional view through the wheel supporting and rotating device and the pit therebetween and illustrating in end elevation the wheel truing device shown in Fig. 9 looking in a direction from left to right:

Fig. 11 is an enlarged. vertical, iragmentary, sectional view through one of the wheel blocking devices. the view being taken along the line l|il of Fig. 9;

Fig. 12 is plan view of a pit with a railroad track leading to and from the pit and showing a second embodiment of the present invention, and further showing a modified truing device mounted in place in the pit;

Fig. 13 is an enlarged, fragmentary plan view of the pit and track arrangement illustrated in Fig. 12 with the truing device removed and with a portion of the cover plates over the pit broken away to illustrate one oi the supporting and drivin wheels oi the drive therefor;

Fig. 14 is an enlarged, transverse, sectional view through the pit taken on the line "-14 of P18. 12;

Fig. 15 is an enlarged, longitudinal, sectional view taken through the pit. the view being taken along the line iI-ii oi Fig. 12;

Fig. 16 is an enlarged, transverse, sectional view..the view being taken along the line lB-il of Fig. 13;

Fig. l! is an enlarged, longitudinal sectional view taken through the wheel supporting and driving wheel assembly, the view being taken along the line ll|1 of Fig. 13;

Fig. 18 is an enlarged, transverse, sectional view taken through the wheel supporting and driving assembly. the view being taken along the line Il-il of Fig. 13;

Fig. 19 is a transverse, sectional view taken through the wheel supporting and driving as- .sembly, the view being taken along the line lO-Il oi Fig. 13;

Fig. 20 is an enlarged. iragmentary side elevational view of the track assembly over the pit illustrating a railway car truck mounted in place directly over the supporting and rotating wheel but prior to removal of the sliding track segment. and further showing the supporting and rotating wheel disposed in its lowered position;

Fig. 21 is a view corresponding to Fig. 20 but illustrating the supporting and rotating wheel in its elevated position and the movable track segment wtihdrawn:

Fig. 22 is an enlarged, transverse. sectional view taken through the track assembly over the pit and particularly illustrating the stationary support tor the truing machine, the view being taken along the line 22-22 of Fig. 13:

Fig. 23 is an enlarged. side elevational view of a segment of the track illustrating the locking or hold-down clamp for one 01' the car wheels;

Fig. 24 is a plan view of the hold-down clamp shown in Fig. 23:

Fig. 25 is a transverse sectional view taken through the hold-down clamp and track assembly illustrated in Figs. 23 and 24. the view being taken along the line 25-25 of Fig. 24;

Fig. 26 is an enlarged, plan view of one 0! the sliding track segments that is mounted over the pit. a portion oi. the track segment being broken away;

Fig. 27 is a longitudinal. sectional view taken through the track segment, the view being taken along the line 21-21 of Fig. 26;

Fig. 28 is an enlarged. end elevational view of the track segment illustrated in Fig. 26 taken in the direction illustrated by the arrows 28-22 of Fig. 26; and

Fig. 29 is an enlarged transverse, sectional view taken through the track segment, the view being taken along the line 20-29 0! Fig. 26.

For purposes oi illustration two specific embodiments or the present invention have been selected and will be described hereinafter, but it is recognized that numerous modifications may be made without departing irom the intended scope and spirit of the invention.

This application is a continuation in part of the applicants co-pending application, now abandoned, bearing Serial No. 165,676, flied August 2, 1947, entitled "Wheel Supporting and Rotating Devices."

Referring to Figs. 1 to ll inclusive of the drawings one embodiment of the present invention is illustrated in the form 0! a wheel supporting and rotating device shown generally at I! mounted over a pit i6. Conventional railroad track rails ll mounted on ties II are disposed at the opposite ends of the pit II but terminate at the edge of the pit. The pit as shown is in the shape of a cross providing laterally spaced pit portions lea providing adequate room for the truing device hereinalter described and personnel operating the truing device.

Referring now particularly to Figs. 1 to 5 inclusive the wheel supporting and rotating device I! includes a pair of horizontally spaced parallel rail members I! that constitute in eflect beams spanning the length of the pit It in the region between the ends oi! track rails il. Each oi. these beams or rail members I9 is provided on its outer iace throughout most of its length with a longitudinally extending cut-out or grooved portion 2|! (see Figs. 4 and 5) that is disposed intermediate the iower and upper edges of the rail member and an upper cut-out portion II that likewise extends in a longitudinal direction throughout substantially the length oi the rail member. As shown in Figs. 1, 2 and 4 rail segments 22 each provided with an interiitting flange portion 21 are supported on the outer face of each of the rail members I! with the flange portion 23 locked in the longitudinal cut-out portion 20. As shown in Fig. 2 there are two such rail segments 22 mounted on each of the rail members is and both of these rail segments 22 are adapted to slide along its respective rail member I! in a longitudinal direction with respect to the rail member.

As shown in Figs. 3 and 6 the cut-out or notched portion 2i that is disposed along the upper outer edge of each of the rail members I! provides a rail tread 21 along the rail member and the upper surface or edge 25 of the rail segments 22 provides continuations oi the tread portion 24 so that these two tread portions 2! and I! serve as track rails over which wheeled vehicles may pass.

Such a wheeled vehicle is illustrated in Fig. 9 

